Ultrasonic drag modulation

ABSTRACT

Drag experienced by a vehicle travelling through an environmental media, such as air, is actively modulated by an energy beam which may either increase or decrease the drag. The energy beam may provide either a chemical, acoustic, or electromagnetic energy at a transition region between turbulent and laminar flow or at the leading edge of a laminar flow, or in the direction of a crosswind, in order to facilitate the respective increase or decrease in drag. An energy beam may be directed in a rearwards direction, relative to a direction of travel.

CROSS REFERENCE TO RELATED APPLICATIONS

This is a continuation of U.S. patent application Ser. No. 11/687,048,filed Mar. 16, 2007 (now U.S. Pat. No. 7,755,519 issued Jul. 13, 2010),which is a continuation of U.S. patent application Ser. No. 10/893,513,filed Jul. 16, 2004 (now U.S. Pat. No. 6,978,767 issued Dec. 27, 2005),which is a divisional of U.S. patent application Ser. No. 10/386,992,filed Mar. 12, 2003 (now U.S. Pat. No. 6,793,177 issued Sep. 21, 2004),which is a continuation in part of U.S. patent application Ser. No.10/287,379, filed Nov. 4, 2002 (now U.S. Pat. No. 6,824,108 issued Nov.30, 2004).

FIELD OF THE INVENTION

This invention relates to the field of vehicles utilizing thrust andexperiencing drag traveling through an environmental media, and moreparticularly the modification of thrust, turbulence and drag.

BACKGROUND OF THE INVENTION

Supercavitation occurs when an object moving through water reachesspeeds in excess of 100 knots. At this speed it is possible for a bubbleof air to form around the object, beginning at the nose of the object.The bubble can extend completely around the entire object and hence theobject is no longer moving through the water, rather the object ismoving through air. This results in a significantly reduced amount offriction or drag. Hence, supercavitation allows a craft to travel at ahigh speed on or below the surface of the water with a significantreduction in drag.

When a supersonic airflow passes over a wedge, a shock wave forms at thepoint of the wedge. This kind of shock wave is called an oblique shockbecause it forms at some non-orthogonal angle to the surface of wedge (ashock wave perpendicular to the surface is known as a normal shock). Asthe Mach number increases, the shock angle becomes smaller. Therefore,the distance between the wedge surface and the shock decreases withincreasing speed. For a hypersonic body, this distance can become verysmall over a large portion of the body, and the resulting flow fieldbetween the surface and shock is often referred to as a shock layer. Theshock layer may merge with the boundary layer at low Reynolds numbers toform a fully viscous shock layer. At high Reynolds numbers, the shocklayer can be treated as inviscid (meaning there is no friction). In thelimit as Mach number goes to infinity, the shock layer forms aninfinitely thin, infinitely dense sheet, or, essentially, a flat plate.The infinite flat plate is the most efficient lifting surface athypersonic velocities.

Because air is viscous at sub-sonic speeds, any object moving through itcollects a group of air particles which it pulls along with it. Aparticle directly adjacent to the surface of the object will be pulledalong at approximately the speed of the object due to viscous adhesion.As an airfoil moves through a free stream of air at a given velocity,this effect causes a very thin layer of air having velocities below thatof the free stream velocity, to form upon the airfoil surface. Thislayer, known as the “boundary layer”, constitutes the interface betweenthe airfoil and its surrounding air mass. Conceptually, the boundarylayer may be thought of as the layer of air surrounding an airfoil inwhich the velocity of the layer of molecules closest to the airfoil isat or near zero with respect to the airfoil, and in which the velocityat successively distant points from the airfoil increases until itapproaches that of the free stream, at which point the outer limit ofthe boundary layer is reached. Generally, boundary layers may be thoughtof as being one of two types, laminar or turbulent, although there is aregion of transition between laminar and turbulent that may, in somecases, be quite large. See FIG. 1 and U.S. Pat. No. 4,802,642 toMangiarotty which is hereby incorporated by reference. A thirdcondition, in which the boundary layer is “unattached”, must also berecognized. A laminar boundary layer is typified by smooth flow that isfree from eddies. Conversely, turbulent flow is characterized by athicker boundary layer that has a large number of eddies that act totransfer momentum from the faster moving outer portions to therelatively slower portions nearer the airfoil surface. Consequently, aturbulent boundary layer has a greater average velocity near the airfoilsurface, and a correspondingly greater amount of surface friction, thandoes a laminar boundary layer. The increase in surface friction causesincreased aerodynamic drag that requires greater power consumption tomaintain constant airfoil speed.

Typically, a laminar boundary layer will form at or near the leadingedge of a conventional airfoil and extend rearward toward the points ofminimum pressure on the upper and lower surfaces. According toBernoulli's principle, the region between the leading edge and the firstminimum pressure point is one of a decreasing pressure gradient.Thereafter, the pressure gradient will increase and the relatively lowkinetic energy of the air molecules closest to the airfoil surface maybe insufficient to maintain laminar flow against the gradient. In thisevent it is possible that small perturbations in the boundary layer willdevelop into eddies that initiate a transition from laminar to turbulentflow. Alternatively, in the presence of higher pressure gradients, themolecules closest to the airfoil surface may actually reverse theirdirection of motion and begin to move upstream, thereby causing theboundary layer to separate from the airfoil surface. This conditioncauses significantly more drag, and less lift, than a turbulent boundarylayer, and reattachment will not normally occur unless some means isemployed to reenergize the boundary layer. The problem, then, is todevelop means to control the boundary layer of an airfoil in order toreduce aerodynamic drag and the energy losses associated therewith.

Prevention of the transition from laminar flow to turbulent flow inaerodynamic boundary layers on the surfaces of vehicles is an importantmethod for reducing aerodynamic drag, and hence reducing energyconsumption. The invention herein utilizes acoustic energy to increasethe incidence of laminar flow. The use of acoustical methods for totalor local control of laminar flow is potentially more economical inenergy consumption, and also involves simpler and lighter installationsthan are required for other systems.

In other instances it is desirable to increase drag, for example duringvehicle braking. While some aircraft have movable control surfaces thatincrease drag and lift, movable control surfaces on other vehicles suchas automobiles or boats become impractical. Movable control surfaces addconsiderable weight, cost and complexity to the design of a vehicle,which may nevertheless benefit from increases in drag in certainapplications. Aerodynamic drag may be increased by disrupting laminarflows with acoustic energy. Selective radiation of acoustic energycreates a turbulent flow event on a leading aerodynamic edge where anotherwise low drag laminar flow would be present. This disruption oflaminar flow with acoustic energy thereby increases vehicle drag. Thus,what is needed is a drag modulation system that uses acoustic energy toincrease or decrease an amount of vehicle drag in response to varioususages of the vehicle.

A more recent technology involving directional sound has developed aspart of an attempt to reproduce sound without use of a moving diaphragmsuch as is applied in conventional speakers. This sound propagationapproach includes technologies embodied in parametric speakers, acousticheterodyning, beat frequency interference and other forms of modulationof multiple frequencies to generate a new frequency.

In theory, sound is developed by the interaction in air (as a nonlinearmedium) of a modulated ultrasonic frequency whose modulation componentin value falls within the audio range. The nonlinear characteristics ofair under these conditions results in a mixing of the ultrasonicallymodulated signal at a physical point of contact. The mixing result isthe demodulated audio component of the signal. Ideally, resultingcompression waves would be projected within the air as a nonlinearmedium, and would be heard as pure sound. An interesting property ofparametric sound generation is enhanced directionality afforded by thehighly directional ultrasonic carrier.

Ultrasonic acoustic energy may be the acoustic energy used to increaseand decrease vehicle drag. Ultrasonic energy has the advantage in thatthe acoustic energy is beyond the hearing range of most individuals, andis thus a quiet mode of drag control. Ultrasonic transducers are tunedto operate efficiently in a relatively narrow frequency range and aretypically precluded from being effective at generating frequencies lowenough to be heard as audio signals. Since in many applications, it isdesirable for a vehicle to emit an audio alert, such as a horn or otherwarning sound, what is needed is a method and device for both silentlymodulating the drag of a vehicle and for generating an audio alert whenappropriate.

Aerodynamic drag may also be affected by surface properties. A roughsurface disrupts laminar flow while a smooth surface facilitates laminarflow. Since in various applications it is desirable to either increaseor decrease drag, what is needed is a method or device for dispensing asubstance or chemical that modifies the surface characteristics of anaerodynamic surface.

Aircraft often experience crosswinds that are tangential winds that havevarious lift and drag effects. Crosswind results in difficulty incontrolling the flight of an aircraft and in providing a comfortableenvironment for aircraft passengers. Thus, what is needed is a method ofmodifying the lift and drag of the aircraft in response to thecrosswinds.

A slipstream is the turbulent flow of air or water driven backwards bypropellers of a craft. A slipstream is also the area of reduced pressureor forward suction produced by immediately behind a fast-moving objectas it moves through the air or water. There are a number of ways toaffect the slipstream boundary layer or laminar airflow layer either infront or behind the vehicle in order to decrease the turbulence or flow.For example, if three vehicles traveling together in a slipstream withone following another one, all vehicles will travel faster. Thus, it isdesirable to improve the slipstream to improve this effect and furtherto facilitate a virtual vehicle traveling in the slipstream.

Other components of crafts are desirable at certain times and undercertain conditions. For example, it may be desirable to lengthen thehull of a sailing ship to increase thrust. It may be desirable togenerate an additional control surface or wing of an air craft undercertain conditions. Thus, what is needed is a way to create virtualcomponents when needed without creating an actual three dimensionalcomponent.

In a multiple mast sailing ship, one mast and sail creates a slipstream.Another mast and sail may be traveling in that slipstream. However, thesails of the multiple masts typically have identical surfaces which arenot adapted to take advantage of the slipstream. Thus, what is needed isa sail having surfaces adapted to take advantage of the slipstream.

The thin sails of a sailing ship do not take full advantage of variousaerodynamic flows at various operating conditions of the ship becausethe sails are thin. Thus, what is needed is a sail that may beselectively thickened in response to various sailing conditions.

Keels of sailing ships are typically fixed and unable to modify theirhydrodynamic characteristics in response to various sailing conditions.Thus, what is needed is a keel that has modifiable hydrodynamiccharacteristics.

Internal combustion engines are typically used to generate vehiclethrust. An important component of efficient combustion of an air/fuelmixture in an internal combustion is atomization of the fuel with theair. Since the fuel is mixed with the air at a time very close to thetime of combustion, it is important that the atomization process occurquickly. Furthermore, turbulent airflows prior to combustion candisadvantageously cause the fuel to separate from the air. Thus, what isneeded is a method or system for facilitating rapid atomization of fuelwhen mixed with the air and that further deters the fuel from separatingfrom the air under turbulent conditions.

Vehicle tires are an important component of vehicle thrust. The tractionof the tire facilitates acceleration, braking and turning. Warm tireshave improved traction, but the traction comes at the expense of treadlife. There are times when improved traction is preferable to improvedtread life, such as competition driving, and there are times whenimproved tread life is preferable to improved traction. Furthermore, insome instances heating the road surface itself may improved traction,particularly with there are snow or wet condition. Thus, what is neededis a method or system for selectively heating vehicle tires and/or theroad surface contacted by the tires.

SUMMARY OF THE INVENTION

In accordance with the present invention, an aerodynamic surface of awing travels through an environmental media and experiences drag. Thewing or some other part of the vehicle has a substance reservoir thatdispenses a first substance for decreasing drag of the wing and a secondsubstance for increasing drag of the wing.

The present invention also relates to a vehicle traveling in a forwarddirection though an environmental media and moving at least partially ina cross direction perpendicular the forward direction. The vehicleexperiences vehicle drag as a result of the environmental media whilemoving in the cross direction. In order to compensate for this, thevehicle has energy radiators that transmit energy beams in the crossdirection. The energy beams modify the drag of the vehicle in the crossdirection. A cross velocity of the environmental media may be determinedand the energy beams transmitted in response thereto.

In accordance with the present invention, a vehicle travels in a forwarddirection though an environmental media and experiences vehicle drag asa result thereof. A method comprises the step of modifying the vehicledrag by transmitting an energy beam from the vehicle into theenvironmental media in the forward direction.

In accordance with the present invention, a vehicle travels through anenvironmental media and experiences drag as a result of theenvironmental media. A vehicle device comprises a first energy beamtransmitter for transmitting a first energy beam for decreasing thedrag, a second energy beam transmitter for transmitting a second energybeam for increasing the drag, and an active drag controller forselectively enabling said first and second energy beams.

In accordance with the present invention, a method comprises the stepsof transmitting an ultrasonic signal from a moving vehicle, andselectively modulating the ultrasonic signal with an audio signal.

In accordance with the present invention, a vehicle device comprises aforward facing ultrasonic transmitter for transmitting a forwardultrasonic beam in a forward direction, a rearward facing ultrasonictransmitter for transmitting a rearward ultrasonic beam in a rearwarddirection, an audio modulator for selectively modulating an audio signalon the forward and rearward ultrasonic beams and a user input receivercoupled to said audio modulator for modulating the audio signal on theforward ultrasonic beam in response to a first user input and formodulating the audio signal on the rearward ultrasonic beam in responseto a second user input.

In accordance with the present invention, a vehicle traveling through anenvironmental media dispenses a first substance for decreasing drag anddispenses a second substance for increasing drag. The first and secondsubstances may be chemical substances dispensed on aerodynamic surfacesof the vehicle.

In accordance with the present invention a vehicle traveling through acrosswind transmits an energy beam from the vehicle in the direction ofthe crosswind.

In accordance with the present invention a sail for a sailing ship hasan aerodynamically rough surface on a first side and an aerodynamicallysmooth surface on a second side.

In accordance with the present invention a sail comprises a thin sheetand a widening portion for selectively widening the thickness of thesail.

In accordance with the present invention the hydrodynamiccharacteristics of a keel of a sailing ship may be modified while thesailing ship is sailing.

In accordance with the present invention, atomization of a fuel spray isenhanced by injecting the fuel spray into an air environment andradiating the fuel spray with an energy beam.

In accordance with the present invention, a vehicle tire is selectivelyheated.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 shows a prior art airfoil section showing laminar flow,transition and turbulent boundary layers.

FIG. 2 shows a vehicle with ultrasonic active drag modulation andacoustic alerts in accordance with the present invention.

FIG. 3 shows an alternate embodiment of a vehicle with ultrasonic activedrag modulation in accordance with the present invention.

FIG. 4 shows a block diagram of the ultrasonic active drag modulationsystem with acoustic alerts in accordance with the present invention.

FIG. 5 shows a flow diagram of the operation of the ultrasonic generatorand audio modulator of FIG. 4 in accordance with the present invention.

FIG. 6 shows a top view of an aircraft with active drag modulation inaccordance with the present invention.

FIG. 7A shows a cross sectional view of a wing with a drag reductiontransducer activated in accordance with present invention.

FIG. 7B shows a cross sectional view of a wing with a drag enhancementtransducer activated in accordance with the present invention.

FIG. 8A shows a cross section of a tail with drag reduction on the leftside and drag enhancement on the right side in accordance with thepresent invention.

FIG. 8B shows a cross section of a tail with drag reduction on the rightside and drag enhancement on the left side in accordance with thepresent invention.

FIG. 9 shows an energy director with variable direction in accordancewith the present invention.

FIG. 10 shows an alternate drag modification method in accordance withthe present invention.

FIG. 11 shows a wing having a front and a bottom energy beam inaccordance with the present invention.

FIG. 12. shows a wing having a front and a rear energy beam inaccordance with the present invention.

FIG. 13 shows an airplane having additional energy beams located atvarious locations to enhance the operation of the airplane in accordancewith the present invention.

FIG. 14 shows a side view of radiators controlling the flow of air intoand out of an aircraft engine in accordance with the present invention.

FIG. 15 shows a top view of the airflow of an engine and a propellerassembly before the radiators of the present invention are added.

FIG. 16 shows a top view of the airflow of an engine and a propellerassembly after the radiators of the present invention are added.

FIG. 17 and FIG. 18 show top views of energy radiators being used tocontrol the angle and direction of thrust from a jet engine inaccordance with the present invention.

FIG. 19 shows a sailing ship with two masts having sails adapted inaccordance with the present invention.

FIG. 20 shows a cross sectional view of a first selectively modifiablesail in accordance with the present invention.

FIG. 21 shows a cross sectional view of a second selectively modifiablesail in accordance with the present invention.

FIG. 22 shows a sailing ship with two masts and sails and a multiplicityof wind director in accordance with the present invention.

FIG. 23 shows a sailing ship with a plurality of kites in accordancewith the present invention.

FIG. 24 shows a sailing ship with a keel having variable flowcharacteristics using a variable vertical area in accordance with thepresent invention.

FIG. 25 shows a sailing ship with a keel having variable flowcharacteristics using a variable horizontal area in accordance with thepresent invention.

FIG. 26 shows a sailing ship with a keel having variable flowcharacteristics using an energy beam emitted from the keel in accordancewith the present invention.

FIG. 27 and FIG. 28 show front and top views of an aircraft havingexpandable wing sections in accordance with the present invention.

FIG. 29 and FIG. 30 show side and rear views of a sailing ship havingselectively heated portions in accordance with the present invention.

FIG. 31 shows a sailing ship with an enhanced virtual waterline inaccordance with the present invention.

FIG. 32 shows a sailing ship with a virtual sail in accordance with thepresent invention.

FIG. 33 shows an aircraft having a virtual wing in accordance with thepresent invention.

FIG. 34 shows an automobile followed by a virtual vehicle in accordancewith the present invention.

FIG. 35 shows an automobile followed by an alternate virtual vehicle inaccordance with the present invention.

FIG. 36 shows a fuel injected manifold operating in accordance with thepresent invention.

FIG. 37 shows a fuel injected combustion chamber operating accordancewith the present invention.

FIG. 38 shows a road surface and a tire heated by energy beams inaccordance with the present invention.

FIG. 39 shows a tire heated by engine exhaust gas in accordance with thepresent invention.

FIG. 40 shows a pipe with energy radiators in accordance with thepresent invention.

DETAILED DESCRIPTION OF THE INVENTION

FIG. 1 illustrates a typical lifting aerodynamic surface having alaminar flow boundary layer. Thin laminar boundary layer flow isobserved in the laminar flow region from the leading edge to a point atwhich transition begins. The beginning of the transition region ischaracterized by a thickening of the boundary layer and the appearanceof small eddying perturbations in airstream velocity. As the airstreamprogresses through the transition region, certain airflow disturbanceswithin a range of predictable oscillatory frequencies, known asTollmien-Schlichting waves, become amplified to form eddies that cause atransfer of momentum from the higher energy air near the outer surfaceof the boundary layer to the low energy air at the surface. At thispoint the airstream enters the turbulent region, being comprised of manylarge eddies and characterized by a relatively higher average velocitynear the airfoil surface. The higher velocity creates greater surfacefriction with the airfoil which is evidenced as an increase inaerodynamic drag.

Mathematical analyses done by W. Tollmien in the early 1930s resulted inthe publication of a theory of the stability of laminar motion in theboundary layer near a thin flat plate in an airstream flowing parallelto the plate. The calculations were repeated and extended by H.Schlichting in 1933 and 1935, and were confirmed experimentally in 1941by Schubauer and Skramstad. The theory predicted that a range of smalldisturbances or perturbations in the velocity of a laminar airstreamwould, in mathematically identifiable regions, take on an oscillatorymotion, or mode, that would become amplified until laminar flow wasbroken down. Disturbances occurring outside such identifiable regionswould become damped. The regions in which amplification occurred weredefined as a function of Blasius velocity distribution and Reynoldsnumber, and experimental data conformed closely to the mathematicallypredicted phenomena. Schubauer and Skramstad's experimental data alsoconfirmed that the frequency of the amplified oscillations, known asTollmien-Schlichting, or T-S, waves, fell within a relatively narrowfrequency bandwidth.

In experiments conducted jointly by The Boeing Company and the NationalAeronautics and Space Administration in late 1985, T-S mode frequencieswere calculated for the wing boundary layers for a Boeing 757-200commercial transport. These predicted T-S frequencies were thenconfirmed experimentally from flight test data measured with hot filmsensors on the surfaces of the airplane wing. The predicted andexperimentally verified T-S frequencies were in the range of 100 to 6000Hz, varying as predicted with wing location, flight altitude, and speed.

Other research has confirmed that Tollmien-Schlichting waves areresponsive to external acoustical excitation. The application ofacoustic energy having frequencies within the range of thecharacteristic critical wavelengths of T-S waves has been shown toenhance the amplification of T-S waves. It has also been found thatexternal acoustic excitation of a laminar boundary layer within afrequency band slightly wider than the T-S waves in the laminar flow tobe controlled causes a delay in the amplification process of T-S waves.This occurs when the wavelengths of the acoustic disturbances are in thesame range as the T-S wavelengths and interact with the T-S waves in atime-phase relationship to delay amplification of disturbances in thelaminar flow.

A third regime in which T-S waves are affected by external acousticexcitation is found at frequencies substantially higher than the T-Swave critical frequencies, that is, at wavelengths substantially shorterthan the T-S critical wavelengths. In this case, acoustic disturbancesimpinging on the laminar flow interfere destructively with the growingT-S waves. Acousting excitation sufficient to destructively interferewith T-S waves must contain frequencies at least twice as high as thehighest of the T-S critical frequencies. It is within this third regimethat the invention herein finds an exemplary embodiment.

FIG. 2 shows a vehicle with ultrasonic active drag modulation andacoustic alerts according to the present invention. Vehicle 100 haslaminar flow regions on its leading edge bumper 102 and roof 104 andturbulent regions above the hood 106 and aft 108. Ultrasonic radiators110 and 112 radiate ultrasonic energy beams 114 and 116 respectivelyinto the transition areas between laminar flow 102 and turbulence 106and laminar flow 104 and turbulence 108. As previously described theultrasonic energy beams 114 and 116 provide an acoustic disturbance thatdecreases drag. Transducer 120 produces an ultrasonic energy beam 122 inthe laminar flow region 102, preferably at the leading edge or bumper ofthe vehicle 100. Ultrasonic energy beam 122 disrupts the laminar flowand increases drag when activated.

Vehicle 100 can be an automobile having no active fins or wings or othermoving components to modify the drag of the vehicle. Nevertheless, thedrag of vehicle 100 can be actively modulated relative to the staticdrag produced by the body the vehicle. The drag of the vehicle isreduced by energy beams 114 and 116 and the drag of the vehicle isincreased by energy beam 120. Thus, a control system such as the controlsystem of FIG. 4 may be used to actively modulate the drag of thevehicle by selectively transmitting energy beams 114, 116 and 122.

The ultrasonic energy beams have the further advantage of providing themodulation of drag without moving control surfaces and while maintaininga quiet environment. The quiet environment is the result of the highfrequency ultrasonic energy beam being beyond the hearing range ofvehicle occupants and pedestrians. However, there are instances duringthe operation of the vehicle where it is desirable to provide audioalerts to other vehicles ahead or behind. This alert is typicallyprovided by a horn generating a substantially omni directional audiowarning. However, often times the warning is intended only for those infront or behind the vehicle. For example, if a vehicle ahead remainsstopped at a green light then a forward alert would be appropriate.Similarly, a vehicle behind should be cautioned of a sudden applicationof the brakes by a rearward warning. Ultrasonic energy beams 114, 116and 118 have the further advantage of operating as a parametric arrayand are capable of precisely generating audio alerts in areas ahead andbehind the vehicle due to the directional nature of the ultrasonicenergy beam.

FIG. 2 also shows that forward facing ultrasonic energy beams 114 and/or122 are further modulated with an audio signal. When these ultrasonicenergy beams reach the vehicle 125 located ahead of vehicle 100, anaudio signal 127 is generated, sounding as if the audio signaloriginates in the area of contact of energy beams 114 and/or 122 withvehicle 125. Since the ultrasonic beams are highly directional, thisprovides for highly directional and potentially individualizedcommunications from vehicle 100 to vehicle 125. Furthermore, since therear of most vehicles such as vehicle 125 include a significantcomplement of glass which is substantially acoustically transmissive,and since the audio component of the alert could sound as if it isoriginating at the glass, the operator inside of vehicle 125 will likelybe able to clearly hear the alert even if exterior noise eliminationapproaches are taken in the design of the vehicle to quiet the interiorof the vehicle. The occupants of vehicle 125 will hear the alert as ifit were originating at the rear glass of vehicle 125. Furthermore,vehicles adjacent to vehicle 125 will likely not hear or hear asubstantially quieter alert signal because of the directionality of theultrasonic energy beams 114 and 122 and the natural attenuationcharacteristics of audio. Similarly, energy beam 126 may be used tocommunicate alert signals to a vehicle behind vehicle 100.

FIG. 3 shows an alternate embodiment of a vehicle with ultrasonic activedrag modulation. In FIG. 3 vehicle 130 has a transducer 132 situatedsuch that an ultrasonic beam strikes an area of the vehicle where theairflow is transitioning from laminar to turbulent. In this embodiment,acoustic energy 136 occurs at the transition area even though there isno transducer located at the transition area. Acoustic energy representsthe mixing products resulting from a modulated signal transmitted by theparametric array, or the acoustic energy generated by the transducer andreflected by the vehicle body. Note the modulated signal may have eitheraudio or ultrasonic frequency component. This alternate embodiment hasthe advantage of allowing for the occurrence of acoustic energy at thetransition region without locating a transducer at the transitionregion.

FIG. 4 shows a block diagram of the ultrasonic active drag modulationsystem with acoustic alerts. Acoustic transducers 110, 112 and 120 aredriven by ultrasonic generator and audio modulator 150. While threetransducers are shown, the invention is not limited to threetransducers. Any number of transducers are may be used in any number ofvarious vehicle locations in realizing the purposes of the invention.Each of the transducers, although shown as a single device, may be anarray of transducers or other arrangement known to those familiar withthe art that result in the transmission of ultrasonic or other form ofacoustic energy.

The ultrasonic generator includes amplifiers for driving thecorresponding transducers with an ultrasonic signal. The ultrasonicgenerator further includes an ultrasonic carrier signal for setting thefrequency of the ultrasonic beam transmitted by the transducers. Theultrasonic generator also includes an audio modulator for modulating theultrasonic carrier signal. Preferably the ultrasonic carrier signal isamplitude modulated with the audio signal. For example, the ultrasonicsignal could be set at 50 kHz and the audio signal set at 1 kHz. If nosound were desired for the ultrasonic beam, then it would beunmodulated. If on the other hand, a 1 kHz audio signal were to begenerated then the 50 kHz signal would be amplitude modulated with a 1kHz signal. Other forms of carrier modulation are anticipated includingamplitude, frequency and quadrature modulation.

One input to the ultrasonic generator includes the velocity 152 of thevehicle. If the vehicle is traveling at a sustained speed, thentransducers facilitating drag reduction are engaged. If the vehicle isdecelerating then transducers facilitating drag enhancement are engaged.The ultrasonic signal may be either modulated or unmodulated dependingon various other inputs to the ultrasonic generator. Furthermore, thecarrier or modulation frequency may be adjusted with respect to thevelocity. For example, in the embodiment of FIG. 3, the modulation (orcarrier) frequency may be adjusted in response to the T-S frequencycorresponding to the vehicle speed. Alternatively, all transducers ofthe invention may be modulated with a frequency in response to the T-Sfrequency corresponding to the vehicle speed.

A second input to the ultrasonic generator is the brake 154. When theuser applies the brake, the drag of the vehicle is increased byactivating and deactivating the appropriate transducers. For example,transducer 120 is enabled and transducers 110 and 112 are disabled. If arearward alert is to be generated, then transducer 112 could remainactivated for the duration of the alert. The alert could be a shortwarning tone, substantially one or more seconds in duration, directed tothe rear of the vehicle. Alternatively, the alert could be any audiosignal, such as the word “warning” or “brakes” or combinations thereof.Since the alert is modulated upon an ultrasonic carrier, it willsubstantially only be heard by listeners directly behind the vehicle.Upon completion of the alert, transducer 112 is deactivated tofacilitate the slowing of the vehicle by transducer 120.

A third input is the horn 156. Upon sounding the horn, both forwardtransducers 110 and 120 are activated and the corresponding audio signalmodulated there upon. Turning both transducers on increases the audioenergy received by vehicle 125. The audio signal is preferably the soundof a conventional car horn and will substantially only be heard bylisteners directly in front of the vehicle. Alternately, the audiosignal can be any desired audio signal. Furthermore, if only atransducer for drag reduction or enhancement is enabled, then the audiosignal may be modulated only upon that transducer without activating theother transducer. Thereby providing the audio signal to the vehicleahead while maintaining the desired drag reduction or enhancement.

It should be appreciated that other inputs and other audio signals maybe used while remaining within the scope of the invention. For example,the audio component could be coupled to a microphone and arepresentation of the voice of a vehicle occupant communicated to avehicle ahead. The vehicle ahead could have a similar system and use therearward transducer coupled to a microphone, thereby facilitatingsubstantially private conversations between occupants of the travelingvehicles. This communication may be done while facilitating dragmodulation with the ultrasonic energy carrier signals.

FIG. 5 shows a flow diagram of the operation of the ultrasonic generatorand audio modulator of FIG. 4. Step 180 determines if the vehicle is toaccelerate or if it is cruising at a sustained velocity, if cruisingthen ultrasonic transducers that actively reduce the drag are enabled atstep 182. Step 184 determines if the vehicle is to decelerate, if sothen ultrasonic transducers that actively increase and thereby enhancethe drag are enabled at step 186. Step 188 determines if the vehiclehorn is applied, if so then a manual signal from an occupant of thevehicle is received (such as the operator activating the horn switch)and the front ultrasonic transducers are enabled with ultrasonic signalscarrying audio modulation at step 190. Step 194 determines if thevehicle brakes are applied, if so then a manual braking signal from theoperator of the vehicle is received (such as the operator applying thebrake pedal) and the rear ultrasonic transducers are enabled withultrasonic signals carrying audio modulation at step 194.

As a further example, vehicle drag modulation may be used in automotiveracing applications where the amount of weight or downward force appliedto various tires of a race vehicle may be varied depending upon variousapplications to the vehicle. Drag modulation may be independentlyperformed for an area above each tire by placing transducersaccordingly. For example, the drag on the front wheels may be increasedwhile the vehicle is going into a turn to facilitate front tire tractionduring the beginning of the turn. Alternately, drag on the rear wheelsmay be increased coming out of a turn to facilitate improvedacceleration traction coming out of the turn. On a straight section oftrack drag may be decreased to improve speed or modulated to providesufficient tire force on the ground to maintain control of the vehicle.The transducers may be located in the appropriate areas as shown in FIG.2, or remotely located as shown in FIG. 3. These features may beadvantageously accomplished without complicated moving parts such asfins or control surfaces and may be done under computer control, withoutsignificant driver intervention.

FIG. 6 shows a top view of an aircraft with active drag modulation inaccordance with the present invention. The aircraft has left and rightforward wings 202 and 204, left and right rear wings 206 and 208 and atail 210. Each wing has a first ultrasonic transducer for transmittingan energy beam that increases drag and a second ultrasonic transducerfor transmitting an energy beam that decreasing drag. Wing 202 hasultrasonic transducer 212 facing forward for disrupting laminar flowthereby increasing or enhancing drag and ultrasonic transducer 214located in the transition zone between turbulent and laminar flowregions for reducing drag. Similarly, wing 204 has ultrasonic transducer216 facing forward for disrupting laminar flow thereby increasing orenhancing drag and ultrasonic transducer 218 located in the transitionzone between turbulent and laminar flow regions for reducing drag.

The drag on the forward wing can be increased by transmitting ultrasonicenergy beams from forward transducers 212 and 216, while the drag on theforward wing can be decreased by transmitting ultrasonic energy beamsfrom transducers 214 and 218. Rear wings 206 and 208 may have similartransducers situated there upon for producing similar drag modulationthereupon.

FIG. 7A shows a cross sectional view of a wing with a drag reductiontransducer activated. Wing 220 has forward transducer 222 deactivatedand transducer 224 activated. Transducer 224 is located in thetransition region between turbulent and laminar flows.

FIG. 7B shows a cross sectional view of a wing with a drag enhancementtransducer activated. Wing 220 has forward transducer 222 activated andtransducer 224 deactivated. Transducer 224 is located on the leadingedge of the laminar flow.

FIG. 8A shows a cross section of a tail with drag reduction on the leftside and drag enhancement on the right side. Tail 210 has left forwardtransducer 232 deactivated and transducer 234 activated. Transducer 234is located in the transition region between turbulent and laminar flowsof the left side of the tail. Furthermore, tail 210 has right forwardtransducer 242 activated and transducer 244 deactivated. Transducer 244is located on the leading edge of the laminar flow of the right side ofthe tail. Thus, the tail of FIG. 8A has drag reduction on the left sideand drag enhancement on the right side.

FIG. 8B shows a cross section of a tail with drag reduction on the rightside and drag enhancement on the left side. Tail 210 has right forwardtransducer 242 deactivated and transducer 244 activated. Transducer 244is located in the transition region between turbulent and laminar flowsof the right side of the tail. Furthermore, tail 210 has left forwardtransducer 232 activated and transducer 234 deactivated. Transducer 234is located on the leading edge of the laminar flow of the left side ofthe tail. Thus, the tail of FIG. 10 has drag reduction on the right sideand drag enhancement on the left side.

The transducers of FIG. 6-FIG. 8B may be independently activated by acontrol system similar to the control system of FIG. 4 but adapted foraircraft applications. For example, activation of transducers 214 and216 will reduce drag on the left wing while increasing drag on the rightwing. Similarly activation of transducers 212 and 218 will increase thedrag on the left wing while decreasing the drag on the right wing.Similar controls may be performed on the rear wings. The ability toactively change the drag on each wing facilitates control of theaircraft. Similarly, the ability to actively change the drag on the leftor right side of the tail further facilitates flight control of theaircraft. Thus, this system of active drag modulation has the advantageof facilitating flight control without moving control surfaces.

The magnitude of drag modulation can be controlled by modifying thefrequency or energy of the energy beam transmitted by the transducers.Furthermore, the transducers are preferably an array of transducers. Forexample, transducers 212-218 are each comprised of a multiplicity oftransducers. The magnitude of the drag modulation may be increased ordecreased by enabling more or less of the multiplicity of transducers ineach array. Rear wing and tail transducers 232-244 may be comprised ofsimilar arrays of multiple transducers. While the invention is describedin the context of ultrasonic acoustic energy, other forms of acousticenergy are also anticipated, such as audio energy modulated atfrequencies resulting in the described drag modulations. Furthermore,alternate types of energy beams are anticipated, such as electromagneticenergy beams such as microwave, infrared and visible lasers.

It should be further appreciated by those familiar with the art thatsimilar principles may be applied to boats or other water craft. Theactive drag modulation may be similarly performed in water and affectthe drag experienced by the hull of a ship.

In other embodiments, pulsed ultrasound can create a waveform in frontof a moving object such as a car, airplane, boat or train by pulsing anultrasonic wave in front of the moving object to create a waveform. Themoving object would follow into this waveform. The waveform couldfurther create a cavity or lower drag environment for object to travelwithin.

Currently, a vehicle cuts the water or air in front of it. This causes afriction. The friction or drag may be caused by any type ofenvironmental media including air and water. A waveform could create apulsed envelope providing something that does not have returningreactive force. This could create vacuum or vacuum like condition withinwhich the vehicle would travel, resulting in decreased frictionalresistance and improved efficiency such as fuel efficiency and/or gliderange.

This can be used to assist the wing and lift on an airplane, or a boatin terms of making it easier to plane. Furthermore, this can be used tofacilitate travel of a bullet or other projectile or moving objectwithin the ultrasonic beam. The beam could be a continuous waveultrasound or could be a pulsed ultrasonic wave creating a wave. Thebeam could be linked to the speed of the moving object so that thegreater the speed, the faster the impulses or the more energy createdimpulses or further heavy impulses would form.

Throughout the description herein, alternate forms of energy beams couldalso be used such as a laser to heat the air or to break the air orwater. Alternate forms of contemplated energy beams further includeelectric pulse signals, pulsed air, piezoelectric, infrared,ultraviolet, laser, optical band, microwave, thermal other knownacoustic, electric, optical, or other electromagnetic energy and anycombination thereof. Such energy beams would create heat or a pulsedwave pattern where the wing or the wedge of the moving object would headinto.

This could be a constant or pulsed energy beam and adjusted for thespeed and/or vertical lift, frequency, density, angle, pulse andwavelengths experienced by the vehicle. The combination of energy can becomputer controlled and sequenced or coordinated with the incoming airand/or fluid, direction of the wind and/or cross wind. It would haveapplications for all types of vehicles or moving objects.

The energy beam can also be placed in the rear of the vehicle to improvethe efficiency by decreasing the turbulence behind the vehicle toimprove efficiency. The basic concept of a slipstream is that a vehicletraveling in the slipstream created by a turbulent area behind a leadingvehicle allows the vehicle traveling in the slip stream to travel moreefficiently. This utilizes the principles of another object in front ofa vehicle cutting the water/air to create negative pressure resulting amass or air traveling at substantially the same speed of the secondvehicle located ahead of the second vehicle. This slip steam could againbe created with this pulsed or continuous wave pattern which could bepulsed ahead of the vehicle by the energy beams. This generally could beused for a number of applications including weapons such as projectiles,missiles or space based objects.

These energy beam projectors such as ultrasound can be very inexpensive.There can be multiple projectors placed across the front of the vehicleor along the sides of the vehicle, or in front of the airplane or alongthe wings. It could also be placed in the front and the back, it couldbe different wavelengths depending on the location relative to thevehicle and project different wave lengths depending on the speed andenergy again related to the speed density of the air and whether thereis a cross current or crossing fiber. The location of this could beadjusted if, for example, there is wind at a 45° angle to the front. Theangle of these ultrasonic beam generators could change to go moredirectly into the direction of the wind being broken into or the waveswhich are beating against the boat, for vehicle resulting in increasedfriction or drag.

There are additional embodiments and operating modes contemplatedherein. All operating modes described hereinafter, to the extentpossible, may be incorporated into the prior description in order toenhance the prior described invention.

Energy directors or radiators may be described as ultrasound, microwaveand infrared. Such energy directors can be placed on leading edges or onthe trailing edges of wings or other traveling surface. Furthermore,energy directors can be placed on the side, and may consist of multipletransducers. The surface can be coated with piezoelectric crystals. Thiscould be placed in the skin. These crystals are oscillating back andforth by exciting positive and negative currents to excite and airfoilto change the boundary level. This results in oscillating thepiezoelectric skin. The multiple piezoelectric crystals could be bondedto the surface, or could be in specific areas.

The energy radiators can be ultrasonic energy or microwave energy, orotherwise and the power for the energy beam can be generated from thevehicle. Once the vehicle starts moving it creates electrical energythat can be used for the energy radiator. This can be a self containedunit. Additional batteries or other power sources may not be entirelyneeded. Once the speed of an internal combustion engine increases, theycan self feed the energy to these generators as a self contained unit.Once motion occurs, the energy created by the engine and by the vehiclecan create an electric energy which can be converted for the ultrasonicmicrowave generators rather than having to have separate generators forthem. As the speed increases, the generators become more and moreeffective and efficient. This can result in a self contained systemhaving alternators to harness this energy, rather than having to build aseparate generator or separate power source.

FIG. 9 shows an energy director with variable direction in accordancewith the present invention. The energy beam radiator 900 is shown as anultrasonic energy director. In alternate embodiments, the energy beamradiator may be an infrared, microwave, ultraviolet, subsonic, pulsedair, hot/cold enhanced, or other type. A deflector 904 modifies thedirection of the radiated energy using a pivot 902. This allows for theenergy beam to be directed as desired. The pivot may be controlled by aremote computer and adjusted in response to a wide variety of variablesincluding vehicle speed and acceleration. As previous described,changing the location of the energy beam can modify the drag of thevehicle. In alternate embodiments the pivot 902 can be fixed. Inoperation, waves bounce off of deflector 904 like a mirror to optimizethe direction of the waves.

FIG. 10 shows an alternate drag modification method in accordance withthe present invention. A substance reservoir 1010 stores variouschemicals or fluids that are pumped out at various location of thevehicle by pumps 1012 and 1014 in order to modify the drag. The pumpsare controlled by an active drag controller (not shown) that operates ina manner similar to the previously described control of active dragmodulation. A different substance may be dispensed at each locationwherein a first substance may decrease drag by not only extendinglaminar flow upon the aerodynamic surface but also by providing anatmospheric lubricating substance, and a second substance may not onlymay disrupt laminar flow by being dispensed at the location of laminarflow but also may add an atmospheric friction enhancing substance to theenvironmental media. Locations 1022 and 1024 of FIG. 10 correspond tolocations of transducers 222 and 224 of the prior figures and alsocorrespond to leading and trailing edge locations of an aerodynamicsurface, respectively. One could place a chemical such as surfactant,soaps, or other known materials in the fluid reservoir to decreasecohesion. This may be done constantly while the vehicle is in the airsuch as an airplane, or a boat so when constantly streamed a smallamount of soap or surfactant type materials to improve this boundarylayer thereby modifying the vehicle drag.

In alternative embodiments the first and second substances may be thesame substance while realizing the aforementioned benefits. An exampleof a substance which may decrease the drag characteristics of the airaround a wing may be soap, and an example of a substance that mayincrease the drag characteristics of the air around a wing may be apowder. Furthermore, the drag modifiers of FIG. 10 may be used in partor entirely in conjunction with the other drag modification techniquesdescribed herein while remaining within the scope of the intendedinvention.

FIG. 10 shows an aerodynamic surface of a wing 220 traveling through anenvironmental media and experiencing drag wherein the substancereservoir 1010 dispenses a first substance for decreasing drag of thewing and a second substance for increasing drag of the wing. An activedrag controller (not shown) selectively enables dispensing of the firstand second substances by producing drag increase and drag decreasesignals. The active drag controller may be the controller of FIG. 4operating a process similar to the process of FIG. 5 adapted for dragincreasing or decreasing substances rather than drag increasing ordecreasing using energy beam radiation.

In an alternate embodiment, hot and/or cold air can also be used as anenergy radiator. Heating surfaces of a wing may enhance lift. A wingsurface may be heated with engine exhaust, electric sensors or electricpatches on a wing that could selectively be turned on and off. Thepatches can use the heat from the internal combustion engine to heat anentire surface underneath the wing. This may improve lift and fuelefficiency. Wing heating could be electrically done or thermally donefrom internal combustion engine using exhaust heat to improve the liftor decrease the lift as necessary. This could be controlled on differentsurfaces of the wing and be utilized to further enhance efficiency. Thiscould be done with controlled heat or controlled pulsed air. The air maybe hot or cold, as required. If the air is cold it may be useful forincreasing the density and improving drag during landing. Hot air mayimprove lifting during flying or during take off. This could improve theefficiency again utilizing the power and the heat and there would beelectrical energy generated by an engine to improve its airflow, byusing heat from the engine itself or optimizing the energy which isgenerated by the internal combustion engine.

FIG. 11 shows a wing having a front and a bottom energy beam inaccordance with the present invention. Wing 220 has a front energy beamradiator 222, which may be one or more elements as previously describedand a bottom energy radiator 1100, which may be one or more elements.Bottom radiator 1100 can be used to create a pulse pattern below thewing that can assist in increasing the lift of the wing. The frontradiator 222 creates a pulse pattern in front of the wing to assist incutting through the air. A pulse pattern radiated above the wing maydecrease lift and aid in landing.

FIG. 12. shows a wing having a front and a rear energy beam inaccordance with the present invention. The rear radiator 1200, which maybe one or more elements, can be used to create a pulse pattern behindthe wing that can assist in the creation and enhancement of a slipstreambehind the wing. The front radiator 222 creates a pulse pattern in frontof the wing to assist in cutting through the air. The principle of FIG.12 may apply to a boat, a car or a plane. Enhancing the slipstreamreduces the drag experienced by a vehicle behind the leading vehicle andthus improves the efficiency of moving multiple vehicles through theenvironmental media. For example, if the slipstream behind a leadvehicle such as a car is enhanced, then the following vehicle willtravel more efficiently.

A key feature of FIG. 11 and FIG. 12 includes the idea that a wing withthe energy beams of FIG. 11 and FIG. 12 can cut through the air moreefficiently, and improve the efficiency of the laminar flow at theboundary layer. Furthermore, a slipstream can be created for othervehicles by modifying the flow of air behind the vehicle. The ultrasonicsensors below the wing and/or behind the wing may continuously radiateor be pulsed to further improve the airflow. This may help in lift andtake off or above the wing for landing. The principles herein can beapplied to vehicles traveling through environmental media including airand water and other fluids.

FIG. 13 shows an airplane having additional energy beams located atvarious locations to enhance the operation of the airplane in accordancewith the present invention. The aircraft 200 is similar to the airplane200 of FIG. 6 and has one or more of the energy beam radiators of FIG.13 in addition to or in place of the radiators previously discussed. Thecraft 200 is driven by engines 1310 and 1312 which may be jet engines orpropeller based engines. While two engines are shown in this embodiment,other embodiments may have more or less engines and the engines may belocated in other locations on the craft including in the tail area ofthe craft. The radiators assist with the up, down and sideways controlof the aircraft. The radiators may be ultrasonic, sonic, laser, infraredor piezoelectric or other radiators mentioned herein. Forward radiator1320 works as previously discussed to modify the drag of the craft andhelps break the air in front. Radiators 1330 and 1332 control the flowbehind the craft in order to enhance the slipstream of the craft.

Energy beam radiators 1340 and 1342 at the end of the wings of the craftoperate to break the air at the boundary layer in order to control thelaminar flow. These radiators may be useful in correcting for crosswindor yaw conditions and may also help in wind sheer conditions. As thevehicle or aircraft travels in the forward direction through anenvironmental media such as the atmosphere, the air can move at leastpartially in a cross direction, perpendicular to the forward directionof the craft, thereby causing a crosswind resulting in a perpendiculardrag component on the traveling craft. The energy radiators 1340 and1342 provide for the modification of vehicle drag in the perpendiculardirection thereby enhancing the performance in a crosswind environment.Furthermore, the amount of energy radiated and the location of variousenergy radiators on the craft may be varied in response to the crosswind experienced by the craft. This type of pulsed systems allows forbetter cutting to the cross-angled wind. These sensors or ultrasonicdevices or optical devices can pulse this into the stream and can beselectively angled to the direction of the wind to improve flow eitherinto or afterwards to decrease turbulence. They can also help toselectively increase turbulence when one wants to selectively increasethe drag to improve some of these handling characteristics or todecrease some of the turbulence, pitch, yaw or other handlingcharacteristic. Transducer 1340 and 1342 may also be placed along thelength of the fuselage to account for the crosswind affect upon thefuselage of the aircraft.

FIG. 13 shows a vehicle 200 traveling in a forward direction though anenvironmental media moving at least partially in a cross directionperpendicular the forward direction and the vehicle experiencing vehicledrag as a result of the environmental media moving in the crossdirection, wherein energy radiators 1340 and 1342 transmit energy beamsin the cross direction. The energy beams modify the drag of the vehiclein the cross direction. A cross velocity of the environmental media maybe determined and the energy beams transmitted in response thereto.

Radiators 1350 and 1352 are in front of the engines and improve the flowof air into the engine. Engines 1310 and 1312 are preferably jet enginesbut may also be propeller based engines. Since radiators 1350 and 1352control the flow of air into the engines, they may be used to feed moreair into the engine.

Radiators 1360 and 1362, which are located behind engines 1310 and 1312,control the thrust energy of the engine as it is exhausted.

FIG. 14 shows a side view of radiators controlling the flow of air intoand out of an aircraft engine in accordance with the present invention.Jet engine 1310 is attached to wing 220 and the radiator 1350 modifiesthe flow of air into the jet engine while radiator 1360 modifies theflow of air out of the jet engine. By modifying the flow of air into thejet engine, more or less air may be made to flow into the combustionchamber thereby providing for a means to regulate the efficiency of thecombustion of the fuel within the jet engine based upon the variousconditions of the craft. Energy beams in front of the engine can improvethe airflow into an engine or airflow out of an engine, or limit thesuction of the air or the flow of the air. For example, if there is astrong wind or strong fluid flow coming opposite to a propeller or a jetengine, the airflow into the engine or through the propeller would notbe as efficient. Pulsing the airflow with energy beams can straightenthe airflow out and enhance the pushing or pulling power of thepropeller through the engine itself.

By modifying the flow of air out of the jet engine or propeller, thedirection or focus of the thrust may be changed. Thus, the lift andforward thrust may be modified by radiator 1360. When the air leaves thepropeller or jet engine, it dissipates through entropy. By controllingthe flow and direction, more of the energy or more of the wind or forceis pushing straight forward or in the desired direction to fly. This canenhance the efficiency of air and improve the efficiency of the engineas of the air leaving an engine may be random or allowed to dissipate.This would force more into a straight line, in the direction of desiredforce so either flow into the engine or flow out of an engine, intopropeller, out of propeller to improve the efficiency.

FIG. 15 shows a top view of the airflow of an engine and a propellerassembly before the radiators of the present invention are added. Engine1312 has a propeller 1500 attached thereto. As the propeller spins,airflow or thrust is directed out the back of the propeller. However,there is a substantial tangential component to the airflow resulting ina waste of thrust.

FIG. 16 shows a top view of the airflow of an engine and a propellerassembly after the radiators of the present invention are added. Engine1312 has a propeller 1500 attached thereto. As the propeller spins,airflow or thrust is directed out the back of the propeller. However,radiators 1362 work to focus the tangential component to the airflowinto a unidirectional component in order to increase the amount offorward thrust, thereby improving the efficiency of the propeller.

FIG. 17 and FIG. 18 show top views of energy radiators being used tocontrol the angle and direction of thrust from a jet engine inaccordance with the present invention. Energy radiator 1360 includes anarray of ultrasonic radiators located around the exhaust of the jetengine 1310. If one radiator is turned on, thrust is directed to theright, as in FIG. 17. If another is turned on the thrust is directed tothe left, as in FIG. 18. If multiple radiators are used simultaneously,the exhaust can be focused and directed and may direct thrust up anddown as well as in the left and right directions. The energy radiatorscan be large ultrasonic radiators or multiple smaller ones. The energyfor combustion may give electricity to power the ultrasonic generators.The generators may be recessed into the exhaust portion of the jetengine in order to improve their aerodynamic characteristics. A movablemount may be used such as the radiator shown in FIG. 9 allowing controlof the angle and direction of the energy beam. The radiation directionas well as the focus and direction of the jet exhaust may be controlledremotely in response to air density, temperature, humidity, wind speed,wind direction and/or altitude. Focusing the thrust further has theadvantage of taking random air and putting it in a controlled airflowimproving the forward thrust. The ultrasonic waves have a wave patternthat helps focus the air pattern out of the engine. It should be furtherappreciated that the principles herein may be adapted to control ofwater and other fluids to provide a more unidirectional flow resultingin a more efficient forward thrust.

Energy directors can also be placed on the propeller, on the engine oron a jet for example to improve the wave pattern of fluid going througha propeller, through an engine, through a jet or conversely the air thatis exiting to optimize the turbulence or the energy of the air leavingthe propeller.

At times it is useful to increase the drag or turbulence of an airflow,thereby disrupting the airflow. This may be done by adjustably,selectively and controllably using a pulse to vary the energy, angleand/or direction of an energy beam as previously described. This can beuseful especially for braking. Furthermore, the flow of air on certainlocations of the vehicle enhance the stability of the ground effects.Controlling the drag may help improve the response of the vehicle toturbulence and in cross wind and wind sheer conditions. To this end,ultrasonic patches can be used as energy generators to selectivelycontrol the turbulence and drag in any of the applications describedherein. The ultrasonic patches can be a piezoelectric crystal locatedwithin a polymer incorporated into the metal skin of a wing.Alternately, a microwave patch may be used in place of an ultrasonicpatch. The energy beams of any or all of those described in the text orshown by the figures may be the ultrasonic patches or microwave patches.

The piezoelectric crystals could be placed on patches or siliconecrystals. They vibrate by reversing charge, the vibration will affectthe boundary layer. The patches can be created in regular or controlledshapes. The piezoelectric crystals are low power and high force andcreate controls on the surface of a wing. For example, piezoelectriccrystals have two stages, on or off, and they vibrate to create thisultrasonic effect or control the turbulence and/or drag. Thus, one couldeffectively adjust the turbulence and/or drag, increasing in certainlocations, decreasing in certain locations, as necessary. For example,placement on the superior surface of the wing increases the drag, whileplacement on the inferior surface decreases the drag. The piezoelectriccrystals could be either built into the surface, bonded to the surfaceor could be inside the metallic wing. One could adjust this by effectingsuperior surface by heat, temperature, electrical or otherwise. Thepiezoelectric crystals themselves could be inside the surface of thewing or inside the surface of the polymer.

The piezoelectric crystals can be on the superior surface, undersurface, patch, or regularly placed along the wing as needed. They couldalso be placed on a polymeric surface which can flex and extend, atleast in part adjusted if not completely by the piezoelectric crystals.There could be pressure sensors, altimeter sensors, temperature sensors,wind direction sensors, etc. which would feed to a computer and allowthe computer to progressively control either the continuous flow, thepulsing or the combination of all these energies including thermal,heat, chemical and mechanical adjustments through controlledturbulence-drag and laminar flow. Again, at times in may be desirable toincrease turbulence on one portion of a wing and decrease on anotherportion of the wing, such as a superior and inferior surfaces, or thetip at the end to create more favorable conditions depending on the winddirection and airflow. Again, this type of control applies to boats,cars, aircraft, etc. This could also allow for adjustments of thesurface of the vehicle, for example, polymeric surface, or at least inpart polymeric surface could be adjusted to increase turbulence orimprove flow by flexing or extending a portion.

In another embodiment, heat can affect the drag characteristics eitherthrough pulsed, infrared, ultrasound, microwave, thermal energy. Onecould heat the wing or the superior surface of the wing could be heated.The inferior surface could be cooled or vice versa depending on whetherone wants more lift or more drag. Either heat, thermal, electrical,and/or chemical energy can be used on the surface shaped by changing theshape of the surface, either leading edge or some other portion of thesurface depending on the speed, the type of current or type of airflowor water flow against this. Heat or electricity can affect a boundarylayer. When an aircraft is taking off, more heat below a wing and morecool above the wing is desirable, while during landing more heat on thesuperior surface and more cool on the inferior surface helps with thebraking effect.

The energy radiator of FIG. 9 may be well suited for directing the airgoing into or out of propellers and jet engines shown by FIG. 13 throughFIG. 18.

A slipstream is the turbulent flow of air or water driven backwards bypropellers of a craft. A slipstream is also the area of reduced pressureor forward suction produced by an immediately behind fast-moving objectas it moves through the air or water. There is a number of ways toaffect the slipstream boundary way or laminar airflow layer either infront or behind the vehicle or decrease the turbulence or flow. Forexample, if three vehicles traveling together in a slipstream with onefollowing another one, all vehicles will travel faster. The slipstreamwith airflow behind a vehicle can be modified to improve this, as ifanother vehicle or two is following. This could increase the speed orefficiency or increased fuel economy. This may also help with braking orhandling.

Slipstream effects can advantageously be applied to a sailing ship wheretwo sails are placed in such a way as to “tune the sails” so that theywould blow air in front of one sail, behind the other sail. The airbetween the two sails would create a vacuum or decrease pressure thatactually increases the efficiency.

FIG. 19 shows a sailing ship with two masts having sails adapted inaccordance with the present invention. Sailing ship 1900 has a forwardmast 1910 and an aft mast 1920. The forward mast 1910 has a sail havinga front surface 1912 and a rear surface 1914 and the aft mast 1920 has afront surface 1922 and a rear surface 1924. The at least a portion ofthe back surface of the forward mast sail has a friction surface, asshown by the hashed area 1914 and at least a portion of the frontsurface of the sail on the aft mast has a friction surface 1922 as shownby the hashed area. The friction surface is an aerodynamically roughsurface relative to the normal aerodynamically smooth surface of a sail.The aerodynamically rough surface may be a permanently treated as suchusing a pebbled, grated or sandpaper like surface, or may be selectivelyor given a frictional or turbulent effect using the aforementionedenergy beams and/or patches.

Wind flows from high to low pressure creating a vacuum or suction aroundthe sails to push the boat through the water. As the wind hits the rougharea, more friction grabs the sail as the wind travels from the high tolow pressure, thereby providing more thrust. The air caught by the frontsail creates more vacuum or suction on the back of the forward sail. Theroughened surface on the back of the forward sail creates moreturbulence or controlled drag and a resulting greater suction effect.The greater the suction effect, the more of a slipstream that is createdbetween the forward and aft sails. The roughed area on the front of theaft sail further takes advantage of the slipstream created by theforward sail and enhances the resulting thrust experienced by the ship.Thus, the ship of FIG. 19 has sails that are at least partiallyroughened. The roughened area of the forward sail and the roughened areaof the aft sail cooperate to enhance the slipstream between the twosails and enhance the thrust provided by the wind.

The roughened or drag sections of the sails can be permanently orselectively controlled via mechanical, electrical, optical or radiocontrol. The drag sections may include a piezoelectric or microwaveelement such as the previously described patches. The energy providedthereby can also be pulsed to enhance the drag of the portion of thesail. Thus, the sails of FIG. 19 enhance the thrust of the sailingcraft. The principals herein can also be applied to aircraft, groundbased vehicles such as automobiles as well as keels of boats. Inalternate embodiments the roughened areas of the forward and aft sailsmay be reversed.

FIG. 20 shows a cross sectional view of a first selectively modifiablesail in accordance with the present invention. Sail 2000 is mounted on amast of a sailing ship, which is preferably a forward mast 1910.Alternatively, sail 2000 could be located on any mast of a sailing ship.Sail 2000 is comprised of a large thin sheet portion and a wideningportion that has inflatable billows 2002 through 2004. The billowsselectively widen to catch more wind on the sails. The extra sectioncatches more wind on the back of the sail to increase the suction andact like mini spinnakers to catch or control the flow of the wind. Theseareas can be thickened or selectively controllable to catch more windallowing for selective modification of an area in the front or behindthe sail or between the two sails on a boat or between multiple sails toimprove the efficiency of flow between the two sails. In alternateembodiments the roughened areas of the forward and aft sails may bereversed.

FIG. 21 shows a cross sectional view of a second selectively modifiablesail in accordance with the present invention. Sail 2100 is mounted on amast of a sailing ship, which is preferably an aft mast 1912.Alternatively, sail 2100 could be located on any mast of a sailing ship.Sail 2100 has extra section 2102, 2104 and 2106 that act as selectivelyopened air pouches to catch air or little suction areas or a littlethickening in the sail that open up to increase friction and enhance thethrust of the ship. In alternate embodiments the roughened areas of theforward and aft sails may be reversed.

FIG. 22 shows a sailing ship with two masts and sails and a multiplicityof wind directors in accordance with the present invention. The sailingship 2200 has a forward mast 2210, a forward sail 2212, an aft mast 2220and an aft sail 2222 and a forward wind director 2250, a mid winddeflector 2252 and an aft wind deflector 2254. The wind deflectors 2250,2252 and 2254 act as wind focusing devices. When a wind focusing deviceis placed in front of a wing or a sail, it controls the flow against thesurface thereof. This may begin to create or control the resultingslipstream. Wind directors may be used to change the flow of air suchthat the air hits the sail or a wing more directly. The wind directorsmay be mechanical such as a rigid mesh, foil or poles. Alternatively,the wind directors may use sound waves, pulsed sound waves,electromagnetic or heat.

Forward wing director 2250 focuses the flow of air in front of theforward sail 2212 in order that the wind may hit the front sail moreadvantageously. Mid wind director 2252 focus the air flow between theforward sail 2212 and the aft sail 2222 in order to enhance theslipstream there between. Aft wind deflector 2254 focus the wind fromthe aft sail 2222 in order to enhance the thrust experienced by thesailing ship 2200. While multiple sails are more efficient and multiplewind deflectors may be used with multiple sails, it should beappreciated that other combinations may be used. For example, a singlesail and a single wind deflector, multiple sails and a single winddeflector, or a single sale and multiple wind deflectors may beimplemented in alternative embodiments. Furthermore, the wind deflectorsmay be used in combination with other improvements presented herein.

FIG. 23 shows a sailing ship with a plurality of kites in accordancewith the present invention. Sailing ship 2300 has a mast 2310 with asail 2312. The ship also has a forward kite 2350 and an aft kite 2352.Forward kite 2350 is preferably flying in the air to direct the air tothe sail 2312 while aft kite 2352 is behind to enhance the suction orslipstream effect. The kites may have ribbed sections or holes thatwould allow wind, once it reaches the kite, to change its angle and flowin a specific section so it flows from a kite specifically and directlyto the sail in a specific angle. This would change the flow of the airto hit an optimal angle to the sail. The forward kite changes thedirection of the wind towards the sail, as the wind leaves the kite. Theaft kite can help create the slipstream behind the boat or it acts likean extra sail. The extra sail may provide extra suction behind thesailing craft. It should be appreciated that combinations other than thesingle sail and multiple kites may be used. For example, a single sailand a single kite, multiple sails and a single kite, or multiple sailsand multiple kites may be implemented in alternative embodiments.Furthermore, the kites may be used in combination with otherimprovements presented herein. Finally, although the term kites is usedherein, the term is not limiting and may include equivalent structures.For example, one such equivalent structure includes a parachute.

In alternate embodiments of FIG. 22 and FIG. 23, the wind flow analysiswith respect to sails, wind directors and kites may be reversed.

FIG. 24 shows a sailing ship with a keel having variable hydrodynamiccharacteristics using a variable vertical area in accordance with thepresent invention. A sailing ship 2400 has a mast 2410 and a keel 2420.The shape of the keel can be selectively modified to enhance thehydrodynamic flow of water around the keel. Expandable keel section 2450is an additional section that may be selectively expanded from theregular keel section 2420 while the sailing ship is underway. Section2450 may be expanded either by a blow-up or an inflatable section orunder electric or pneumatic controls. Expandable section 2450 may be aninternal fin stored adjacent to or within the keel and rotated out ofthe keel 2420. The amount of rotation may be varied to adjust theoverall size of the total keel consisting of the regular keel 2420 andthe expandable keel section 2450. The amount rotated may be varied inresponse to the desired hydrodynamic flow characteristics of the keel.Note that while the vertical area of the keel is variable, FIG. 24 showsthe depth of the keel below the hull of the sailing ship remainssubstantially constant while the vertical area of the keel is varied. Inalternate embodiments the vertical shape of the keel may be varied withvirtual components in accordance with the teachings herein.

FIG. 25 shows a sailing ship with a keel having variable flowcharacteristics using a variable horizontal area in accordance with thepresent invention. A sailing ship 2500 has a mast 2510 and a keel 2520.The shape of the keel can be modified to improve the hydrodynamic flowof water around the keel. Expandable keel sections 2550 and 2560 areadditional sections which may be selectively expanded from the regularkeel section 2520 while the sailing ship is underway. Sections 2550and/or 2560 may be expanded either by a blow-up or an inflatable sectionor under electric or pneumatic controls. The amount expansion may bevaried in response to the desired hydrodynamic flow characteristics ofthe keel. Note that while the vertical area of the keel is variable,FIG. 25 shows the depth of the keel below the hull of the sailing shipremains substantially constant while the horizontal area of the keel isvaried. In alternate embodiments the horizontal shape of the keel may bevaried with virtual components in accordance with the teachings herein.

FIG. 26 shows a sailing ship with a keel having variable hydrodynamicflow characteristics using an energy beam emitted from the keel inaccordance with the present invention. A sailing ship 2600 has a mast2610 and a keel 2620. The hydrodynamic drag of the keel as it travelsthrough water can be modified to improve flow of water around the keel.Energy radiators 2650 and 2660 emit an energy beam which modifies thedrag of the keel through the water using principles previouslydiscussed. The energy beams may comprise acoustic energy such assub-sonic, sonic or ultra-sonic energy, or may comprise electromagneticenergy such as microwave, infrared, optical or ultraviolet energy. Theenergy beams may be pulsed.

The flow modifiers 2450, 2550, 2560, 2650 and 2660 are modifiable toenlarge or change the shape of the keel while the sailing ship isunderway. Preferably the keel shape is modified in response to changingconditions such as relative wind seed and direction or water speed ortemperature in order to modify the thrust characteristics of the sailingship. The modifications may be automatically or manually invoked bycontrol systems known to those familiar with the art. The techniques ofkeel modification taught herein may also be applied to the surfaces ofother craft including the wing of an aircraft, the hull of a ship or thebody of a car.

FIG. 27 and FIG. 28 show front and top views of an aircraft havingexpandable wing sections in accordance with the present invention. Anaircraft 2700 has a wing 2710. The wing 2710 is shown as having twoexpandable sections 2750 and 2760. In alternate embodiments otherexpandable sections may be added to surface areas of the aircraftincluding are areas of the wings and fuselage. The expandable sectionsare preferably inflatable under pressure, although other methods ofcreating expandable sections known to those familiar with the art arealso anticipated. In the past there have been air boots in front ofaircraft that control the icing conditions. In this embodiment, theentire wing can have sections that control airflow. For example, if anaircraft is banking to the right or the left, it may be desirable tomake the wing on an opposite side a little bit thicker or larger. Onecould more or less selectively bubble the wing in one direction relativeto the other. This could improve the efficiency significantly. Theinflatable sections can be adjusted in response to speed or crosswinds.Changing the shape of the wing or fuselage selectively reduces orincreases the drag of the aircraft. The external surface shape mayadjusted by small or large amounts by the described malleable sectionsof the aircraft. These adjustments may be made on other craft such asautomobiles or boats, either above the water line on sails of boats orbelow the waterline on hulls of boats.

FIG. 29 and FIG. 30 show side and rear views of a sailing ship havingselectively heated portions in accordance with the present invention. Asailing ship has a keel 2900, a forward mast 2910 and an aft mast 2920.A forward sail has a front portion 2912 and a rear portion 2914 and anaft sail has a front portion 2922 and a rear portion 2924. In thisembodiment, the rear portion or back of each sail is heated. Thus, thereis heat behind the sail and cool in front of the sail. This creates athermal gradient between the front and rear of a given sail and betweenthe two sails. The thermal gradient can enhance the airflow and increasethe efficiency of the sailing ship in wind. The hull and keel can alsobe heated in portion 2950 and 2960 to create a heat gradient and enhancethe water flow around the hull and keel. The heat could be selfgenerated on moving, thereby creating energy for a battery, infrared,ultrasonic, microwave etc. heating. The heat gradients can be created bya heating grind behind the sail in incorporated within the sail to heatthe sail. Ultrasonic generators or microwave generators can be used tocreate this heat or thermal gradient which could be stitched into thesail, just behind the sail. Similar methods may be used to heat portionsof the hull and keel, aircraft wing or other surfaces of other crafts.It should be further noted that the gradient may be created using apulse of either the heating grid, infrared generator, ultrasonicgenerator or microwave generator. Since the speed of the craft relatesto a wavelength of the media through which the craft is traveling, thefrequency of the pulse could be related to the wavelength andcorresponding speed and heading. In alternate embodiments the sail sideheated of the forward and/or aft sails may be reversed.

FIG. 31 shows a sailing ship with an enhanced virtual waterline inaccordance with the present invention. The sailing ship 3100 has a mastand sail 3110 and an energy beam radiator 3150 creating a virtual hull3160 expending beyond and behind the sailing ship. To some degree, themore surface that is in the water, the faster a sailing ship may travel.Accordingly, extending the waterline may increase the speed andefficiency of the sailing ship. Energy radiator 3150 may be any of theaforementioned radiators including ultrasonic, infrared and microwave.In alternate embodiments the virtual hull of the ship may be extendedforward and/or aft of the ship.

A “virtual” vehicle in a slipstream or a virtual sail may improve theefficiency without having to physically have a second vehicle or asecond aircraft wing or second sail.

FIG. 32 shows a sailing ship with a virtual sail in accordance with thepresent invention. The sailing ship 3200 has a mast and sail 3210 andenergy beam radiators 3250 which create a virtual sail 3260 which mayproduce additional sail area. Additional sail area can increase thespeed and efficiency of the sailing ship. Energy radiators 3250 may beany of the aforementioned radiators including ultrasonic, infrared andmicrowave. In alternate embodiments the energy beam radiators may belocated on other portions of the ship.

FIG. 33 shows an aircraft having a virtual wing in accordance with thepresent invention. The aircraft 3300 has a front wing 3310 having energybeam radiators 3350. The rear of the plane has a second energy beamradiator 3355 radiating in a perpendicular direction relative to energybeam radiators 3350. An efficiency improving virtual wing 3360 is shownforming at the intersection of energy beam radiators 3350 and 3360.Although the virtual wing is discussed with respect to the left side ofFIG. 33, a complementary virtual wing may be produced on the right sideof FIG. 33. Also note that one of the pair of radiator 3350 and 3355 isoptional and a virtual wing may be created with only one of theradiators, either 3350 or 3355. Energy radiators 3350 and 3355 may beany of the aforementioned radiators including ultrasonic, infrared andmicrowave. Virtual wing 3360 or other control surface may be used inaddition to or in place of one or more conventional aircraft wings orother control surfaces.

FIG. 34 shows an automobile followed by a virtual vehicle in accordancewith the present invention. Automobile 3400 has an array of ultrasonicemitters which emit energy beams 3420 which produces a virtual vehicle3450 or trailing structure following in the slipstream of vehicle 3400.Virtual vehicle 3450 is not a physical three dimensional vehicle but iscreated by intersecting energy beams emitted from vehicle 3400increasing the suction behind vehicle 3400. Two generators which wouldfocus specifically on an angle and direction generate two wave patterns,the two wave patterns hit each other and then would create a denser areathen the air would flow over the location where two ultrasonicgenerators have focused their energy together. The direction or distanceof the virtual vehicle could be controlled further or closer to thevehicle depending on the speed to optimize the location of theslipstream or virtual vehicle. This can be accomplished using thevariable direction energy bream radiator, such as that shown by FIG. 9.Since virtual vehicle 3450 travels in the slipstream of vehicle 3400,the virtual vehicle does not consume or eat energy and the slipstreamencompasses the virtual vehicle resulting in an improved efficiency.

FIG. 35 shows an automobile followed by an alternate virtual vehicle inaccordance with the present invention. Automobile 3500 has energyradiators 3510 which create a virtual vehicle 3550, 3560 consisting ofcharged particles. The charged particles may be acoustically, chemicallyor electromagnetically generated using microwaves, chemical compounds,or ultrasonic waves or a combination thereof and can be induce into theair and then change the airflow. The charged particles could be emittedfrom the vehicle itself and then utilized in front or behind the vehiclevia electric current to improve the boundary layer, boundary flow. Thecharged particles could be pulsed out in the area or could be created bythe vehicle or by the engine. The charged particles of virtual vehicle3550 may be in the form of a balloon, metallic, plastic, deflector, or amesh. When the energy beams emitted by vehicle 3500 hit the elements ofthe virtual vehicle, a large virtual structure is created. The structuremay be a wing, wave, automobile or other form enhancing power and fuelconsumption. Alternate embodiments may use multiple virtual structures3550 and 3560 sized to facilitate the slipstream effect.

While the virtual vehicle of FIG. 34 and FIG. 35 is described withrespect to an automobile, the virtual vehicle may also have applicationin aircraft and watercraft. Virtual structures can also be used invarious components of aircraft, watercraft and ground vehicles such asaircraft wings, watercraft sails and automobile spoilers. Furthermore,the following principles may be combined to produce improvements incraft transportation. Efficiency, forward propeller energy, energystorage, stability, braking, handling, force in position direction,control of air or fluid, landing and stopping, selectively decreasingand/or increasing drag, laser or other electromagnetic energy to cutthrough the air or water in front of the craft, increase the surfacearea or water line of a sailing craft to improve speed, virtual vehicleor virtual sailboat extension to increase the water line, controllablewavelength, direction and tilt of energy beams may be used to implementimprovements, pulsed particles and computer controls.

Selectively disrupting the airflow allows for enhanced handling andbraking. One could selectively control the drag of turbulence by pulsingthe energy angle. Flow at certain locations in the vehicle enhances thestability “ground effects”. Enhanced ground effects increase the suctioneffect of a vehicle against the ground, to create ground effects aroundthe vehicle. Using mechanical structures to do this simply bycontrolling the wave patterns may decrease the turbulence and may helpwith lift and selectively increase turbulence to lift or increase theturbulence above to improve handling as one is landing especially withcrosswinds. In the past, simple airfoils, such as vehicle spoilers, werethe primary things that were used to control the airflow behind thevehicle. These spoilers are all fixed shape, fixed angle and did noteffectively control the flow depending on the variable speeds. Using theteachings herein, a virtual spoiler can be varied in size, shape, angle,or distance from the vehicle. For example, under a standard condition, aspoiler may optimally to be smaller or a specific shape. However, atslower speeds and specific winds and higher speeds with different winds,a spoiler may optimally be further away from the vehicle, higher orgreater angle or larger shape. Again, for this to be effective would belike a balloon which would make spoilers thicker or larger when one isgoing faster or higher away from the vehicle so there will be a liftportion that would lift this spoiler away from the vehicle. Furthermore,one or more ultrasonic generators in front of the vehicle can be used toenhance the ground effects or suction down against the ground or againstwind going underneath the vehicle or around the vehicle to control theflow. Techniques similar to the aforementioned can be used to improvethe wind resistance of buildings.

The aforementioned techniques for active drag control may be used incombination shape changes in aerodynamic or hydrodynamic surfaces. Forexample, one could pneumatically and/or mechanically change the shape ofthe back end, the leading edge, or some surface of the vehicle or wingto improve this efficiency. This could be based on the temperature, thespeed, air current, fluid flow, etc. This would improve the mechanics.This all could be computer controlled and/or controlled with televisioncameras or other known monitors such as air, temperature, fluid,altimeter controls, etc. This could be pulsed or it could be continuousstream, or could be a composite of heat, electric, chemical, or surfaceshape. By changing the shape of a wing, not just at the leading edge,but on the trailing edge or the superior surface, inferior surface,either pneumatically, mechanically or otherwise, the airflow can beaffected to improve the lift or decrease the lift as needed to changethe turbulence and/or the drag coefficient on the superior wing. Inorder to increase the airflow on the lower surface, the drag may beincreased so it would improve the lift so the surfaces could alternatelychange depending on the speed or location along the wing. For example,closer to the fuselage of an airplane more turbulence may be desirablewith less turbulence more toward the periphery of the wing and asmoother area. One could control this via computer so that differentportions of the wings could be adjusted. Again acoustic energy beams(including subsonic, sonic, ultrasonic pulsed air), electromagneticenergy beams (including pulsed or continuous microwave, infrared,visible light, ultraviolet, laser beams and charged particle exciters),chemical treatments, exhaust gas heating, surface shape, and mechanicalcould be used.

FIG. 40 shows a pipe with energy radiators in accordance with thepresent invention. Pipe 4000 has preferably ultrasonic energy radiators4010 for enhancing the flow of liquids, gasses and/or fluids flowingthrough the pipe. While the aforementioned methods of drag control havebeen applied to craft traveling through an environmental media, the sameadvantages can be used for enhancing hydrodynamics of liquids, fluidsand gasses flowing through pipes, tubes, manifolds, valves, pistons orother contained structures. This could be used in an intake manifoldhaving an air/fuel mixture flowing within, where the energy beams woulddeter the fuel from separating from air at the manifold bend. This couldalso be used in piping or tubing especially if the piping or tubing goesaround angles, up, down, sideways, with improved flow through a complexvalve system. An area of interest is like the meniscus, fluid travelingthrough the pipe. An area of turbulence is at the periphery where thefluid is in contact with the pipe. Fluid dynamics or laminar flow can beimproved in order to get to the boundary layer quicker. Maximum speed atthe surface skin without the turbulent is desirable while decreasing theadherence or to decrease the drag of the boundary layer. This changesthe ratio of adhesion to cohesion. This can also be used for piping andtubing in order to improve heart valves in the human body. Alternately,oil flow through a pipe or tubing can be improved, where tubing may haveto bend around a certain angle or during a stop gap or irregularity. Theenergy radiators can be used to decrease the flow or decrease themeniscus type structures so they improve flow. Applications include pipeand tubing whether it is in industry or in the human body. For example,an artificial heart, artificial blood vessels where one may want toenhance flow especially around a plaque or irregularity, can use minitransducers which can be placed in the human body that would enable oneto do this. These mini transducers 4010 may be externally controlled,rechargeable, battery operated or could be operated simply on theelectrical current created in the human body.

FIG. 36 shows a fuel injected manifold operating in accordance with thepresent invention. Manifold 3610 has air flowing through it and formspart of an intake system for bringing fresh air and fuel mixture forcombustion in an internal combustion engine. Fuel injectors 3620 and3622 inject a fuel spray 3625 into the airflow of the manifold. Energyradiators 3650 and 3652 are preferably ultrasonic radiators and produceenergy beams for radiating the fuel spray in order to facilitate theatomization of the fuel prior to combustion. The frequency of theultrasonic radiators may be adjusted to optimize atomization of the fuelspray and compensate for air velocity within the manifold and/or theamount of fuel sprayed. An atomized air/fuel mixture makes for moreefficient combustion, the energy beams facilitate the rapid atomizationof the fuel spray prior to combustion. Furthermore, the ultrasonicsensors 3650 and 3652 may be placed at various places in the manifold,such as bends in the manifold to deter the fuel from separating with theair as it travels through the manifold bend. In this embodiment, theflow of fuel air mixture, the appropriate mixture going into a cylinderhead, could be significantly enhanced by the energy radiators to createa more uniform air/fuel distribution as it is flowing.

FIG. 37 shows a fuel injected combustion chamber operating in accordancewith the present invention. The combustion chamber 3700 is shown as partof a four-cycle internal combustion engine, but other engines areanticipated including two cycle engines, rotary engines and jet andother turbine engines. The combustion chamber has a piston 3702, asparkplug 3704 and an intake valve 3708 coupled to an intake manifold3710. During an intake stroke, fuel injector 3720 injects a fuel spray3725 into the combustion chamber. Energy radiators 3750 and 3752 excitethe fuel spray to facilitate atomization thereof prior to combustion.Atomized air/fuel provides for more even efficient combustion. Energybeams of energy radiators also deter the fuel from separating from theair in the combustion chamber caused by turbulence during intake andcompression cycles of the engine. The frequency of the ultrasonicradiators may be adjust to optimal atomization of the fuel spray andcompensate for the speed and/or load of the engine. In an alternateembodiment, the ultrasonic generators 3750 and 3752 may be incorporatedinto a special pattern cut into the head of the piston 3702, valve 3708or other component of the combustion chamber which inherently generatesultrasonic energy beams in response to combustion chamber airflowsduring the intake and/or the compression cycles. While the energyradiators of FIG. 36 and FIG. 37 are described as ultrasonic, otherenergy beams previously discussed are anticipated including microwaveradiators. Ultrasonic radiators have the advantage of facilitatingatomization of the fuel spray without significantly raising thetemperature of the air/fuel mixture, thereby avoiding prematurecombustion. Microwave radiators may have similar advantages. Inalternate embodiments, energy beam radiators can be used in the exhaustsystem to break down undesirable combustion products such as carbondioxide and nitrous oxide and other undesirable compounds.

FIG. 38 shows a road surface and a tire heated by energy beams inaccordance with the present invention. Road surface 3800 has a vehicle3810 thereon. Vehicle 3810 has at least one tire 3820 for rolling thevehicle 3810 along the road surface 3800. The tire 3820 may providethrust to the vehicle, being used in acceleration, braking and/orturning of the vehicle requiring traction between the tire and the road.At times the road may be wet or snowy causing it to be slippery andresulting in loss of traction. Energy radiators 3830 heat the roadsurface in order to melt any snow or dry the road surface to facilitatebetter traction. For example, if the vehicle is stuck in snow or ice,then upon a signal activating radiators 3830, the snow or ice would meltahead of the drive wheels of the vehicle providing traction for thevehicle. Radiators may be placed in front and/or in back of the wheelsto facilitate forward and/or reverse traction. The radiators may beinfrared, microwave, ultrasonic or a blast of air or other fluid orliquid. Radiators 3850 heat the surface of the tire 3820. Since theradiators may be switched off and on in response to a control signal,this provides for the selective heating of the tire. Advantages ofselectively heating a tire are set forth below.

FIG. 39 shows a tire heated by engine exhaust gas in accordance with thepresent invention. Road surface 3900 has a vehicle 3910 thereon. Vehicle3910 has at least two tires 3920 and 3922 for rolling the vehicle 3910along the road surface 3900. The tires 3920 and 3922 may be used inacceleration, braking and/or turning of the vehicle requiring tractionbetween the tire and the road. Vehicle 3910 has an engine, preferablyand internal combustion engine which produces hot exhaust gas. The hotexhaust gas passes through an exhaust gas valve 3932 that selectivelydirects a desired amount of exhaust to heat the front tire and/or reartire or out the rear exhaust pipe 3954 in response to a control signal.Exhaust gas valve 3932 responds to a signal to direct varying amounts ofexhaust gas to the tires, or in the absence of the signal, to directexhaust gasses out the tail pipe. All or a portion of the exhaust gases3951 can be directed to the front tire nozzle 3950 in the vicinity ofthe front tire in order to heat the front tire 3922 and improve itstraction. Similarly, all or a portion of the exhaust gases 3953 can bedirected to the rear tire nozzle 3952 in the vicinity of the rear tirein order to heat the rear tire 3920 and improve its traction. Or, all ora portion of the exhaust can be directed to the tail pipe to reduce oreliminate tire heating. Although it is not shown, all or a portion ofthe exhaust can be directed towards the road surface in order to dry theroad surface or melt snow or ice as previously discussed.

Hot tires provide improved traction under a number of conditions,including performance driving and challenging road environments.However, the benefits of extra traction come at the expense of reducedtread life of the tire. While cooler tires may have longer tread lifetheir traction is degraded relative to hot tires. There are drivingenvironments where maximizing traction is desirable, such as driving oncurvy mountain roads or competition driving. There are other drivingenvironments where maximizing tread life is desirable, such as infreeway driving. FIG. 38 and FIG. 39 show various systems forselectively heating a tire. In conditions where increased traction isdesired, a first signal is generated and the tires heated. The firstsignal could either enable radiators 3850 or enable exhaust gas valve3932 cause heating one or more of the tires. In response to an absenceof the first signal radiators 3850 are switches off or exhaust gas valve3932 directs heat away from the correspond tire and out rear exhaustpipe 3954.

An object here is that vehicles can improve gripping of tires againstthe ground. Also as one is driving, heat could be siphoned directly tothe rubber from tires that would enhance the traction of tires againstthe ground surface. By controlling this, it would improve the grippingpower of rubber tires against the ground or enhance the tread life ofthe tires. One could also selectively heat the tires with an electricalgrid within the tires to keep the rubber warmer and improve the grippingpotential against the road. Alternatively, by taking exhaust airdirectly against the rubber against the tires to heat them or turningthe ends of the tires into heat sinks that would selectively heat therubber which would then heat the road. Also, one could heat the roaditself ahead of the tire or behind the tire. Alternatively, electricalfibers or thermal fibers can be incorporated into the tires themselvesto facilitate heating of the tires. As the tires rotate during normaldriving, they can be heated or cooled to an optimal temperature so whena tire contacts the road it is not the environmental temperature, but aspecific temperature or optimal temperature so that the rubber enhancesthe traction power against the road for speed and driving environment.Furthermore, one could harness the electrical power of the engine 3930of the vehicle, the exhaust would then go to the heat sinks 3821 and3921 of the rims or could do this electrically from the alternator ofthe car, thereby heating the rims or actually heating the tiresthemselves to get an optimal temperature. This would also improve thetraction efficiency against the road and/or improve the gripping power.

Additionally, one could selectively control the air pressure within thetires. Less pressure in a tire is desirable when the conditions arerougher, or more pressure in the tire so there is less surface contactto improve the fuel efficiency. When the conditions are optimal onecould control all the tires independently so it can make the tireswider, thicker, more pressure, less pressure and controlled while thevehicle is on the move rather than statically controlling this with allthe expense in the car, a computer would be able to optimize the tirepressure. One could pump tire pressure in, increasing or decreasingdepending on the road conditions, air pressure, etc., whether they aregoing to go curved roads, straight roads, freeway driving. If one isgoing freeway driving may be able to have more miles per gallon if onecould decrease the tread contact against the road. This could be done bysimply increasing the pressure with the tires a certain amount.

Thus, there are many different features to the invention. It iscontemplated that these features may be used either alone or incombination. It should be understood by those familiar with the art thatnumerous modifications and equivalent features may be substitutedwithout departing from the spirit and scope of the invention. The scopeof my invention is not to be restricted, therefore, to the specificembodiments described, and that equivalent applications, modifications,and embodiments within the scope of the invention are contemplated.

1. A method for controlling drag of a vehicle traveling through anenvironmental media, comprising: directing a transducer, responsive to asignal, to emit an ultrasonic beam at an angle with respect to aboundary layer adjacent to a surface of the vehicle, into a transitionalsection between a laminar flow and a turbulent flow of the boundarylayer, to modify the drag exerted on the vehicle.
 2. The method of claim1 wherein the environmental media substantially comprises air, water, ora combination thereof.
 3. The method of claim 1 wherein the transduceris positioned upon a rearward portion of the vehicle.
 4. The method ofclaim 1 wherein an operator of the vehicle directs the transducer toemit.
 5. The method of claim 1 wherein at least a portion of a surfaceof the vehicle has a profile that can be altered to further modify thedrag exerted on the vehicle.
 6. The method of claim 1 wherein the signalcontrols the ultrasonic beam emitted by the transducer.
 7. The method ofclaim 1 wherein the ultrasonic beam emitted by the transducer is alteredin response to a vehicle velocity.
 8. The method of claim 1 wherein thesignal activates the transducer to emit the ultrasonic beam at an anglerelative to the transitional section, to cause laminar flow to occur inthe boundary layer adjacent to the surface of the vehicle, so that dragis decreased.
 9. The method of claim 1 wherein the signal activates thetransducer to emit the ultrasonic beam at an angle to cause turbulentflow to occur in the boundary layer adjacent to the surface of thevehicle, so that drag is increased.
 10. The method of claim 1, whereinan ultrasonic beam is emitted rearwards at an angle to decreaseturbulence due to a cross-angled direction of environmental media.
 11. Amethod for controlling drag imposed upon a vehicle while the vehicle istraveling through an environmental media, comprising: emitting anultrasonic energy from a transducer directed rearward at an angle withrespect to a boundary layer adjacent a surface of the vehicle, andbetween a laminar flow and a turbulent flow associated with the surfaceof the vehicle; wherein a drag exerted on the vehicle is modified, andthe ultrasonic energy is coordinated with an angle of incomingenvironmental media crossing the vehicle at an angle to an intendeddirection of vehicle travel.
 12. The method of claim 11 wherein thetransducer is attached to a rearward section of said vehicle.
 13. Themethod of claim 11 wherein ultrasonic energy is emitted responsive to asignal controlled by an operator of the vehicle.
 14. The method of claim11 wherein the ultrasonic energy is altered based upon a vehiclevelocity.
 15. The method of claim 11 wherein the emitted ultrasonicenergy creates turbulent flow in the boundary layer of the vehicle,thereby increasing drag.
 16. The method of claim 11 wherein the emittedultrasonic energy creates laminar flow in the boundary layer of thevehicle, thereby decreasing drag.
 17. A method for controlling drag of avehicle traveling through an environmental media, comprising: emittingan ultrasonic beam from a transducer; changing the ultrasonic beamresponsive to a parameter selected from the group consisting of: vehiclevelocity, vehicle pitch, vehicle yaw, turbulence, air density,temperature, humidity, wind speed, wind direction, and altitude;directing the ultrasonic beam rearwards at an angle with respect to aboundary layer adjacent a surface of the vehicle, into a transitionalsection of the boundary layer formed by the environmental media upon asurface of the vehicle, thereby altering a transition of the boundarylayer between a laminar flow and a turbulent flow; whereby a dragexerted upon a portion of the vehicle is increased or reduced, andwhereby the angle adjusts for environmental media contacting the vehicleat a cross-direction to the surface of the vehicle.
 18. The method ofclaim 17 wherein the ultrasonic beam is changed by an operator of thevehicle or a computer associated with the vehicle.
 19. The method ofclaim 17, wherein the ultrasonic beam is changed based upon a movementof environmental media over a surface of the vehicle in a crossdirection relative to a direction of travel of the vehicle.
 20. Themethod of claim 17, further comprising the step of changing the surfacearea of the vehicle to selectively increase or decrease drag.